Airplane



Aug. 8, 1933. H, A, HICKS 1,921,294

AIRPLANE Filed Oct. 27, 1931 4 Sheets-Sheet 1 [NVEN TOR.

ATTORNEY.

Aug. 8, 1933. I HICKS 1,921,294

AIRPLANE Filed 001;. 27, 1931 4 Sheets-Sheet 2 H. A. HICKS Aug. 8, 1933.

AIRPLANE Filed Oct. 27, 1951 4 Sheets-Sheet 3 INVENTOR.

A TTORNE Y.

Aug. 8, .1933. A HICKS 1,921,294

AIRPLANE Filed Oct. 27, 1931 4 Sheets-Sheet 4 I N VEN TOR.

A TTORNE Y.

Patented Aug. 8, 1933 AIRPLANE Harold A. Hicks, Detroit, Mich., assignor to Ford Motor Company, Dearborn, Mich., a Corporation of Delaware Application October 27,

'10 Claims.

The object of my invention is to provide an airplane of simple, durable and inexpensive construction, particular reference being had to my improved type of stabilizer and elevator con- 5 trol mechanism. This structure is both exceptionally strong and rigid while at the same time beingvery light in weight. The means whereby the stabilizer is adjusted is believed to be novel although adjustable stabilizers as such are old.

The specific mechanism by which the applicant adjusts his stabilizer and elevators form a struc-' ture believed to be ahighly desirable improvement in the aviation art.

Specifically, I have provided means for changing the angle of the stabilizer while the plane is in flight to thereby level off the plane under various conditions of loading. This feature is very desirable in that it allows the elevators to remain in a neutral position during normal flight. To accomplish this result a rigid rectangular frame is reciprocally mounted to slide in a vertical path, the upper twocorners of the frame being connected to the leading edge of the stabilizer at points spaced from the center thereof and the lower portion of this frame is operated to thereby adjust the stabilizer. lar frame effectively prevents the stabilizer from pivoting around the fuselage without resortingto exterior braces. 1

Still a further object of my invention is to provide an airplane having a novel type rudder construction and mounting. The conventional rudder post which was exceptionally heavy is ispensed with and the fin is constructed to serve as an anchorfor the rudder. Balance for the rudder is obtained-by pivoting same around a vertical line 'rearwardly of its leading edge. Inasmuch as the fin of this airplane supports the'rudderit is apparent that the device must be exceptionally strong. Consequently, the usual elongated opening provided through the fuselage or fin through which the stabilizer extended, has

been eliminated becauseof its weakening effect on the fin. Due to my novel stabilizer construction I am enabled to extend the main structural members thereof through very small openingsin the fin thereby not weakening either fin or stabilizer.

Still afurther object of invention is to provide improved means for hinging my elevators to the rear edge of the stabilizer, the device being so provided that the elevator operating mechanism may be housed entirely within the,

lines of the fuselage, to thereby lessen the airresistance of the device. This structure elimi- This rectangu-- 1931. Serial no. 571,300 (01. 244-29) nates the usual exposed cable control and allows the 'use' of only one cable for both elevators.

Still a further object of my invention is to provide a rudder operating'means disposed entirely within the lines thereof and with which relatively light weight cables may be used. Rudders usually are provided with horns projectingfrom each side thereof to which cables are secured for operation. These cables and horns offer considerable air resistance and to eliminate this resistance I have secured the operating devices to the rudder only a short distance on each side of the rudder axis or aligned with the covering of the rudder. Of course, a much 7 increased stress is impressed upon these operating devices over that impressed if horns were used, and if cables were attached at these points to the rudder the weight of adequate cables would be excessive. To lessen that weight of such cables I have provided a cross beam pivotally mounted in awider portion of the fuselage which operates the rudder by relatively large short rods andwhich is itself actuated by relatively small cables from the pilots compartment to thereby accomplish thedesired result.

With these and other objects in view, my invention consists in the arrangement, construction and combination of the various parts of my improved device, as described in the specification, claimed in my claims and illustrated in the accommpanying drawings, in which:

Figure 1 shows a side elevation of an airplane constructed according to the invention herein disclosed.

Figure 2 shows a side elevation of the tail portion of the airplane shown inFigure 1, part of the coveringbeing broken away to better illustrate the elevator'controls.

Figure 3 shows a sectional view, taken on the line 33 of Figure 2. 1

Figure 4 shows a sectional view, taken on the line 4-4 of Figure 2.

Figure 5 shows aside elevation of the'stabilizer operatingdevice, one half of the stabi- 1 lizer being removed to better-show the structure.

Figure 6 shows a view of the stabilizer hinge, similar to that shown by Figure 5.

Figure 7 shows. a front view of my stabilizer control and indicating device.

Figure 8 showsa-sectional view taken line 8- 8 of Figure 7, and

Figure 9 shows a sectional viewthrough the rudder operating mechanism.

on the Referring to the accompanying drawings, I have used the reference numeral 10 to indicate generally the fuselage of a cabin type airplane, ordinarily known as a transport plane. This fuselage is provided with a single.wing 11 extending across the top thereof and a plurality of motors 12 are secured on and above the wing to thereby propel the ship in a more or less conventional manner. A landing gear 13 is provided beneath the wing 11 and a tail wheel 14 is rotatably mounted beneath the rear portion of the fuselage to thereby form the conventional gear for the plane.

Although many novel features are incorporated in the fuselage-and wing structure of my airplane, the structure which is the subject of this application consists of the stabilizer, elevators, fin, rudder and their operating devices. The fuselage 10 is constructed around longitudinally extending longerons 41 which are supported at spaced intervals by frames 42 and the whole covered over with a corrugated covering 43, the frames 42 being so graduated that the rear end of the fuselage tapers to a relativelysmall width. At this endof the fuselage and projecting upwardly therefrom I have provided a triangular shaped fin 15 which is of streamline section. The base of this fin is spread out so as to connect with the adjacent frames and offer exceptional resistance to bending. As willhereinafter be explained this fin forms an anchor around which the rudder pivots so that it is highly important that the fin be adequately secured to the fuselage.

The rear end of the fin is aligned with the end of the fuselage these members each terminating in a concave member 44 from which a plurality of arms 45 project rearwardly. The outer end of each arm is apertured to form a hinge 16 which, with the others, forms a hinge line spaced rearwardly from the rear edge of the fin. This .series of arms pivotally supports a rudder 1'7 along a vertical line spaced rearwardly from its leading edge. It will be noted that the rudder post usually provided with airplanes has been dispensed with in this structure. A novel feature of this structure is that my rudder is designed with an airfoil section the forward edge thereof being relatively thick so as to form a substantially streamlined body extending from the forward edge of the fin 15 rearwardly to the rear edge of the rudder. Thus, when the plane is in normal flight very little resistance is offered by this fin and rudder although the members are relatively large and thick.

It is very desirable, especially on large airplanes, to provide some means for balancing the rudder as otherwise the energy required to guide the ship through steep turns would be excessive. The conventional method of balancing such rudders has been to form what would be the top portion of the fin integral with the rudder so that this portion of the rudder when turned tends to, swing oppositely to the major portion of the rudder. The disadvantage of this structure arises because the top portion of the rudder vertically overhangs the fuselage and fin thereby requiring a rudder post to give the necessary resistance against bending. The post usually is secured to the fuselage and projects upwardly through the overhanging portion of the rudder. It will be noted from Figure 2 that the applicants rudder is hinged on a line spaced rearwardly from its forward edge, and that this may extend through the fin.

forward edge is formed in the shape of the leading edge of a wing or airfoil. Consequently, when the rudder is moved to either side, or to one position shown by dotted lines 18 in Figure 3 the major stress against the rudder will be applied in the direction illustrated by the arrow 19, thereby tending to swing the rudder back to its neutral position. However, the leading edge of the rudder, when in the aforementioned actuated position, projects slightly from the side of the fin opposite to the arrow 19 so that the air stream striking against the leading edge thereof, as shown by arrow 20, causes a low pressure region, shown by dot and dash lines 21, which tends to rotate this rudder in the direction shown by arrow 22 to thereby effectively counteract the force applied at 19. Thus, I have provided a balanced rudder without the conventional rudder post construction and. one which does not require excessive bracing against bend- Referring to Figure 9 it will be seen that the rudder 17 is provided with a cross arm 23 formed through its axis but which does not project from either side thereof and which is formed integrally with the framework of the rudder. pair of relatively heavy operating rods 24 extend forwardly from the outer ends of this arm, to which they are pivotally connected. The forward ends of these rods. are pivotally connected to a beam 25 which is mounted in the rear portion of the fuselage 10. This beam is pivotally supported at 26 and extends transversely across the fuselage, the outer ends of the beam being pivotally connected to operating cables 27 which extend forwardly to the pilots compartment. As will be seen from this view the. rods 24 are connected to the beam 25 intermediate of its fulcrum and its connection with each cable so that when the cables are actuated the beam will actuate the rods 24 which will in turn actuate the cross arm 23 and rudder 17. An advantage resulting from this structure is that the operating mechanism is entirely enclosed within the lines of the fuselage and rudder to thereby reduce the air resistance to a minimum and at. the same time the relatively heavy rods 24 which must be provided to actuate the rudder are required to extend only a short distance forwardly, that is to the beam 25, and the relatively light operating cables 27 extend the major distance up to the pilots com partment. It will be noted from Figure 2 through 6, that the fin 15 is provided with an elongated transverse opening 28 spaced slightly forward from its rear edge. A second arcuate shaped elongated opening 29 is also provided through the fin substantially in the same horizontal plane as the opening 28 but spaced just rearwardly of its leading edge. These two openings are provided so the front and rear stabilizer spars 31 and 30, respectively, which form the main structural members of my stabilizer The rear spar 30 extends through the opening 28 and projects a substantial distance on each side thereof and in like manner the spar 31 projects through the elongated opening 29. Suitable ribs 32 extend between the projecting ends of the spars 30 and 31, these rib members being so designed that they define streamline frame work over which suitable covering 34 may be secured to complete my stabilizer, designated by numeral 33.

the crank 51 is to The spars 30 and 31 are formed in two parts so that the stabilizer may be assembled after constructed. An advantage obtained with' this structure is that the spars are the only portions of the stabilizer which extend through the fin so that the rigidity of the fin structure is not impaired. This is highly important where the fin is required to support the rudder.

The spar 30 is providedwith a pair of spaced pivots 35 projecting from the lower edge thereof one adjacent to each side of r the fin 15. These pivots are each fulcrumed to the structural members of the fin to thereby adequately support the stabilizer against rocking around the fin. In like manner, a pair of pivot connections 36 are secured to the underside of the beam 31 in substantial horizontal alignment with the pivots 35, each of which connections are provided with a link 37 pivotally secured thereto which links are pivotally fastened to the upper parallel and are each reciprocally mounted in a,

plurality ofi'bearlngs 39, which bearings are secured to the fin and fuselage structural members. Thus, when the frame 38 is reciprocated in the bearings 39 the forward stabilizer spar 31 is raised and lowered to thereby swing the stabilizer around the pivots 35 and alter its angle of incidence.

I have provided a worm and gear mechanism for reciprocating this frame work. A plate 40 is secured to the adjacent fuselage frame 42 and a worm and worm' wheel speed reducer 46. is secured to this plate. A screw 47 is actuated at a reduced speed by the worm reduction mechanism and the upper end of this screw is connected directly to the frame 38. In order that'the pilot may operate the device, an operating shaft 48 is connectedto the worm drive of the speed reducing mechanism, which shaft is shown by dotted lines in Figure 1, the'shaft extending along the roof of the fuselage up to the rear wall of the pilot's compartment. Suitable universal joints 49 are provided at intervals along the shaft so that binding of the shaft will be prevented. From the foregoing it will be seen that rotation of the shaft 48 in the pilots compartment will raise or lower the I operating link 66 is pivotally secured to the tance through the rear wall 50 of the pilots compartment, and a crank 51 is secured to this shaft so that rotation the stabilizer. An instrument board 69 is fastened to this rear wall and a suitableindicating plate 52 is secured to this board just behind the crank and is provided with a pair of arrows thereon whereby the direction. in which the crank shall be turnedto operate the stabilizer will be apparent. Thus, if the pilot wishes to nose up the ship no previous instruction in the operation of the stabilizing device is necessary as the plate 32 makes it apparent whichway be turned to accomplish this control. p 7

An indicating dial 53 is secured to the inof the crank will'actuate of spaced openings need be weakened.

strument board 69'and is provided with a. vertical slot 54 extended therethrough in which'slot a follower 55 is reciprocally mounted. This follower is provided with a tension spring 56 wherebyit will be resiliently urged to its upper position at all times. A pointer 57 is secured to the follower and projects outwardly over the dial'adjacent to suitable indicating characters on the dial plate. A wire 58 is secured to the follower 55 and extends downwardly around a pul ley 59, thence laterally around a second pulley 60, whichis secured adjacent to the shaft 48, and extends parallel to this shaft. In order that the pointer 57 may indicate the position of the simply turns the crank until the plane levels off with the elevators in neutral position so that the ship remains from then on until the load is changed in a stable position.

v It will be noted from Figures 2 and 3 that the rear edge of the stabilizer 33 .is of relatively thick section and that. this edge is provided with'a plurality of hinge horns 63 projecting rearwardly therefrom, the outer ends of, these horns 'all being substantially in alignment so that an elevator may be hinged thereto. My elevators consist of a pair of wing-like vanes 64 which are hinged to the outer ends of the horns 63, the forward edges of the elevators extending forwardly from the hinge line to position. adjacent to. the rear edge of the stabilizer. Each of the elevators are provided with a main spar 70 to which its hinge joints are secured. The inner ends of each/of these sparsproject through the opening 28 in'the fin and are bent forwardly to formarms 65 which :aresecured together at their inner ends. Thus, rocking the ends of the arms 65 aroundthe elevator hinges actuates the elevators.

To accomplish this rockingmovement, an

joined ends of these arms and extends downwardly into the fuselage. of the ship. The lower end of the link 66 is connected to the intermediate arm of a bell crank lever 67 which is pivotally mounted at 71 in the fuselage ofthe plane. Theupper and lower arms of this bell crank lever arepivotally secured to operating cables 68 which extend forwardly to the elevator control in the pilots' cockpit. I When the pilot operates the elevatorcontrol the link 66 is reciprocated vertically tothereby actuate the elevators 64. I

From the foregoing, certain advantages arise among which is that an airplane structure is described in which no rudder post is required thereby reducing the weight of the plane and still providing a balanced rudder of exceptional strength.

Further, by my novel construction only. a pair provided through not be materially I This is very desirable where the rudder post is eliminated inasmuch as the structural strength of the fin forms the backbone of the rudder.

the fin so that'the finneed Still a further advantage results in that the rudder controls of my airplane are entirely enclosed and are actuated by a very light mechanism.

Still a further advantage results in that my stabilizer adjustment is readily accessible to the pilot of the plane and a very simple and light weight indicating device is provided whereby the pilot may know the condition of the stabilizer at all times so that correct adjustment may be readily accomplished.

My improved stabilizer adjustment adjusting device. in particular the novel reciprocating framework. forms a very desirable feature, as any tendency of the stabilizer to rock due to unevenness in the air, is eliminated or resisted by the spaced pivots and rectangular reciprocating frame member 38.

Some changes may be made in the arrangement, construction and combination of the various parts of my improved device without departing from the spirit of my invention and it is my intention to cover by my claims such changes as may reasonably be included within the scope thereof.

I claim as my invention:

1. In an airplane construction, a fuselage having a rudder pivoted to the rear portion thereof, a pair of relatively heavy operating members pivotally connected to each side of said rudder substantially within the lines of its outer surface, said operating members extending forwardly into said fuselage, a rudder operating device extending from the pilot's compartment to the rear end of the fuselage, and a torque amplifying device within said fuselage operative- -ly connecting said operating device and operating means, whereby the rudder may be effectively streamlined and still the operating device will be subject to only a fraction of the rudder torque.

2. In an airplane construction, a fuselage having a rudder pivoted to the rear portion thereof, a pair of relatively heavy operating members pivotally connected to each side of said rudder substantially within the lines of its outer surface, said operating members extending forwardly into said fuselage, a beam its center in said fuselage having ing member fastened thereto one of its fulcrum in positions spaced between said fulcrum and the respective ends of the beam, and operating means extending from the ends of said beam forwardly to the pilots compartment for the purpose described.

3. In an airplane construction, a fuselage having a rudder of relatively thick airfoil -section pivoted to therear end thereof, a pair of rela tively heavy operating members pivotally connected to each side of said rudder substantially within the lines of its surface, said operating members extending forwardly into saidfuselage, anda beam pivoted at its center in said fuselage having each of said operating members fastened thereto one on each side of the fulcrum and spaced between said fulcrum and the respective ends of said beam, and relatively light operating members extending from the ends of said beam forwardly to the pilots compartment for the purpose described.

4. In an airplane construction, a fuselage hav ing a rudder of relatively thick airfoil section pivoted to the rear end thereof, a relatively heavy rod pivotally connected to each side of said rudder close to its surface, said rods extending forwardly into said fuselage, a beam each operatfulcrumed at on each side,

, said elevators.

pivoted at its center in the rear portion of said fuselage having each operating rod fastened thereto one on each side of its fulcrum and spaced between the fulcrum and the respective ends of the beam, and relatively light operating cables extending from the ends of said beam forwardly to the pilot's compartment for the purpose described.

5. In an airplane construction, a fuselage having a fin projecting upwardly from the rear end thereof, the rear edge of said fin and fuselage being aligned, a plurality of arms projecting rearwardly from said fin and fuselage, a relatively thick rudder of streamline section pivoted to said arms, said rudder having a pair of operating rods pivotally connected one to each side thereof close to its surface, both of which rods extend forwardly into said fuselage, a beam pivoted at its center in the rear portion of said fuselage having each operating rod pivotally secured thereto one on each side of the fulcrum and spaced between said fulcrum and the respective ends of the beam, and a pair of relatively light operating cables extending from the ends of said beam forwardly to the pilot's compartment, each of the rods, beams and cables lying wholly within the lines of the rudder and fuselage.

6. In an airplane construction, a fuselage having a fin projecting upwardly from the read end \105 thereof, said fin having a pair of longitudinally spaced elongated openings extending therethrough, a stabilizer comprising front, and rear spars each of which extend through the respective openings of said fin, and one of which is pivotally secured to the structural members of said fin, a rectangular shaped frame member the sides of which are reciprocally mounted in said lowering said framework to thereby adjust said stabilizer.

' 7. In an airplane construction, a fuselage having a stabilizer extending from each side thereof, hinge horns projecting rearwardly from the trailing edge of said stabilizer having a pair of elevators. pivotally secured thereto, one on each side of said fuselage, a spar extending from end to end through each of said elevators adjacent to said hinge mounting, the adjacent ends of the spars being operatively connected together at a point spaced from the axis of said hinge, and means for oscillating the joined ends of said spars to thereby actuate said elevators.

8. In an airplane construction, a device as claimed in claim 7 wherein a hell crank lever is mounted to oscillate in a longitudinal and vertical plane within said fuselage, the upper and lower arms.v of the bell crank being operatively connected by cables extending from the elevator control mechanism in the fuselage. and wherein alink extends from the intermediate arm of the bell crank to the joined ends of said spars, 14G whereby actuation of said control will actuate 9. In an airplane construction, a fuselage having a stabilizer extending from each side thereof, hinge horns projecting rearwardly from the trailing edge of said stabilizer having a pair of elevators pivotally secured thereto one on each side of said fuselage in position spaced from the trailing edge of the stabilizer, a spar extending 56 from end to end through each of said elevators I the adjacent ends of the spars being operatively connected together at a point spaced forwardly from the axis of said pivotal elevator mounting, and means disposed entirely within said fuselage for oscillating said joined ends around said mounting, whereby efiicient streamlining may be secured.

10. In an airplane construction, a fuselage having a fin projecting upwardly from the rear end thereof, said fin having a pair of elongated horizontally spaced transverse openings extending therethrough, a stabilizer having front and rear wing spars extending through said respective openings and having ribs connecting their outer ends to form a streamline framework for said stabilizer, a plurality of hinge horns extending rearwardly from the rear stabilizer spar, elevator members each comprising a spar pivotally connected to the outer ends of said horns on each side of said fin, the inner ends of said elevator spars extending forwardly from said pivotal mounting to a position adjacent to the rear stabilizer spar, and a three armed bell crank pivotally mounted in said fuselage to swing in a longitudinally and vertically extending plane, the upper and lower arm of said bell crank being actuated by cables extending from an elevator control in the pilots cockpit, while the intermediate arm of said bell crank is connected by means of a link to the joined ends of said elevator spars to thereby actuate the elevators from the pilots cockpit.

HAROLD A. HICKS. 

